Rail lubricator



4 Sheets-Sheet KN I 1| Jan. 2, 1940. w. c. HEIDENHAL RAIL LUBRIGATOR Filed May 29, 1936 Jan. 2', 1940., w. c, HEIDENTHAL RAIL LUBRICTOR Filed May 29, 193e 4 Sheets-Sheet 2 v ATTORNEY Jan- 2, 1940- l w. c. HEIDENTHL. y 2,185,810

RAIL LUBRICATOR Filed May 29; 195e 4 sheets-sheet 3 INVENTOR WARREN C. HEIDENTHAL Emi. M

ATTORNEY Janfz, 1940- w. c. HEIDNTHAL 2,185,810

RAIL LUBRICATOR Filed May 29, 1936 l 4 Sheets-Sheet 4 INVENTOR ATTORNEY WARREN C. HEIDENTHAL EMMA Mz-M Patented Jan. 2, 1940 new l f i aisasio RAIL Loinumroial Warren C. Heidenthahlvliddletovvn, N. Yi;

or, by mesne assignments, to The A' ineke .Slice and Fcnndry Company. Newnrlif.

N. Y.. a corporation of'Delaw'ai-e," i Application May y23, 1936, Serial N11-@A811 12. enges.. (el. isi-s) The invention relates, in general, to railway tracks, and more particularly to devices forlubrieating the flanges of rolling stock wheels and the flange-engaging surfaces .0fY the rails. Thisl ap: plicationis a continuation-.impart of copendng application Serial No. 681,242, led July 29,1933, now Patent No. 2,0,59235,.granted November 3, 1936.

According to a preferred form ofthe invention, i the head of the T-.rail is cut away and a lubrif g cant delivery plate is bolted to the rail, forming a dispensing slot or crevice ,on the side surfacey of the rail which applies lubricant to the flanges of the wheels, but not to the treads. @ne or more stationary plates may be used, which plates may be either castings or of rolled section.. If de-l sired, an extra reenforcing platemay be used on the outer surface of the rail to further reenforee it. y

If desired,v suitable grease .defleting members may be provided on the delivery plates or on the rail for assisting in evenly distributing the grease along the length of the delivery ,crack or crevice.

Furthermore, any suitable devices may be proi of the ramp and thereby the throw of the ramp.

A lubricant supply tankmaybe located adja: cent the track and independently mounted, in which the pump and overridingclutch mechanism is located. A suitable flexible drive assembly v may connect the rampwith the supply tank to.

take care. of vertical deflection of the railas the rolling stock passes over it.

The Oneway clutch may be .of the frictional roll type which is responsive to even small reciprocating movements. y A further andv similar clutch may be provided for preventing-.backward movement of the pump when the'main clutch is executing its return movement.

The invention also consistsin certain new and original features of construction and combination of parts hereinafter set forth and claimed.

Although the novel features .whichvare .believed to be characteristic of thisv invention will be pare ticularly pointed out in the claimsappendedhereto, the invention itsel.f,astoits objects and ad.:

vantages, and the. mannenlcywhich it.. may' be carried out, may be better understood vby referring to the following description taken in connection with the accompanying drawings forming a part thereof, in which:y 1 5 v Fig. 1 represents a, plan viewofthe traci; lubri-v eating system according to the invention; Y f Fig. 2 is a side elevation thereof; Figs is a section taken on. the vlilies-e3- cf v1!-ig.1;,` i y i.

Fig. .4 is an outside elevation of a; rail illusvtnating the mounting ci the renin: q

Figs, 5, .6 and 7 are transverse sections 4taken on the lines 5 5, 6-6 and 1 --71 of Fig. ,4; illustratingdetails lci the .ramp mounting;` Y* 16.-

Fig. 8. is a detail of the rampcheckxfcr adjust.: f

ing the throw ofthe ramp; Fig. A9 is a section on the line S+@ ci Fig. i

illustrating the construction of the spring ase sembly; zo

Fig.' .10 is a. vertical section through the grease tank tal'ren on rthe line lil-,i0 ojfli'ig.y 1;

Fig. y11 is a seotiQli .0 11 the line HTH of Eig.` i

10 illustrating the construction 0f one. ci the geen f Pumps; 25

Fig. 12 is a section on the line lgflzof Fig'. 10 illustrating the construction ci the Oneway clutch; i Y,

. Fig. V13 is asecticn taken en the line Hifi@ ci Fig. 1.0 illustrating the second clutch .fer nre.-

venting return movement; Fig.,14 is a detail ci thecnewav clutch; Fe- 15 is e section tekenen the limit-siii ef Fig.- 10; e v' l Fig. 1,6 represents a view cf -Qnecf the .enfiisf .tribnting plates .showing the. inner side. in eef 7 Which nenn-alims .clamped against the rail:

Figsl? and 18 are secticnsftalsen en taglines ,HTH and l-eilicf Fig. le; e

Fig. 19 is an elevation .of theinnei .side 'ci .40

section of track ,egunped Withthe giessen seicording to theinventicntand. Y

` '.Fig. 20 represents .a .View .cf Qns .of the .intermediate distributing plates showing the er' side .thereof which'norniallv l is .clamped against 45 the rail. f In thefollowing'description and in the claims,` various details will be ieentiedby speci-ic names .for convenience. :butthey are ,intended t0 be generic in v.their application as the art willpermit.` Like. reference characters .denote like parts the several ngu-rescf-thedrawngsf Invthe drawings. .accompanying andl .iorrni gpart 0f this specicaticncerteinsnsciiic S,- closure cf the invention i. ace fier :intenses-ei explanation, but it will be understood that the details may be modified in various respects without departure from the broad aspect of the invention. l

Referring now to the drawings, and more particularly to Figs. 1, 2, 3 and'19, the invention is shown as applied toon ordinary T-rail 2l. This rail may be cut to a length corresponding to the length of the track greaser or it may constitute a standard length of rail, a part of which only is utilized for the greaser. In either case, the rail 2 l, having a head 33, web 34 and base 3 5, rests on the usual ties 26 and has applied thereto a series of delivery plates 22, v23,24 and 25 (Fig. 19) anda reenforcing plate 2U. Delivery plates 22-25 may be formed all in a single piece or they may be separate as illustrated. They may be rolled sections suitably machined or-they `may be castings. The reenforcing plate 20 may be in 4one piece, as indicated, and is preferably of' rolled section suitably machined to t the standard stock rail 2 l.

In addition to the delivery plates 22-25 and the reenforcing plate 20, just mentioned, the track greaser also comprises aramp 21 (Fig.` 4) a supply tank 28 havinga series of gear pumps 61 (Fig. 15) which are driven by the reciprocating action of the ramp 21 as the wheels pass thereover. The pumps 61 force lubricant through discharge pipes 29, 39, 3l and 32'to the several delivery plates 22-25, there being two reservoirs or chambers 33 to each delivery plate. Each chamber 38 is supplied by a separate branch pipe.

The delivery plates 22-25 aresimilar in construction and are bolted to the rail (as shown). The left end plate 22, as illustrated in Figs. 16, 17 and 18, has a series of lands 31 which abut against the stock rail 2l and form the grease chambers 38 between the plate and the rail. This delivery plate is clamped to the stock rail 2l by a series of bolts 39.v Gaskets of soft material 42 (Figs. 3 and 16) are located around the periphery of the grease chambers 38 to form greasetightjoints to hold the grease. The plate 22 has recesses |22 in its outer surface to save metal.`

The intermediate delivery plates 23 and 24 (Fig. 20) are alike and have grease chambers33; lands 31; gaskets 42 andare otherwise similar to end delivery plate' 22. End delivery plate 25 is likewise similar to the other delivery plates. The end delivery plates 22 and 25 arescmewhat longer than intermediate delivery plates 23 and 24..

The following description relating to the relation of the delivery plate 22 to the rail obviously applies to all of the delivery plates 22-25.

At the center of each chamber 38 a supply.

nipple 43 is provided. These nipples pass through openings in the reenforcing plate 20 and are threaded into the web 34 of the rail. Each grease chamber 384 communicates with a dispensing slot or crevice 44. These'form, ineffect, a slotwhich is substantially continuous along the length of the rail, being interrupted only at 'the lands 31, which, if desired, may be made very narrow at their upper edges to'provide a substantially continuous slot forthe entire length of the greaser.y Y

The head 33 of the rail is cut away, as indicated by 35 in Fig. 3, this cut extending from the side surface of the head to the lower fishing surface thereof. The cut away portion 33 extends the length of the greaser, cooperating-with delivery plates 22'-25. The distributing lplate 22 has a similarconguration, forming connecting channels'l 136 which'bend in,l an approximately they roll along the rail.

horizontal direction at their upper ends where they merge into the slots or crevices 44. This approximately horizontalldirection prevents the grease from being forced upwardly too close to the tread 45 of the wheel and limits the distribution to the flange 4B. The delivery plate 22 is shaped as indicated in Fig. 3 to form an outwardly extending bevel portion 144 whose upper edge, if desired, may project `outwardly a little beyond the adjacent face of the head, providing, in effect, a slight ledge at the slot or crevice 44.

The position of the wheel flange 45 with respect to the greaser depends upon whether the Wheel is new or worn and upon how far up on the fillet between wheel tread 45 and flange 43 the wheel is riding. However, in any case, the grease oozes out of slots 44 and due to its viscosity it builds up on the surface of the beveled surface |44 where it is wiped oir by the wheel anges as In the form shown there are eight delivery slots and the entire greaser may be about ten feet long.

To assist in uniform distribution of the grease along the length of crevices 44, defiecting members 4D, having tapering ends, are formed on the delivery plates 22 directly over the supply nipples 43. This insures a substantially even and uniform distribution of the grease along the length of the crevices 44 so that, as the wheel rolls along the head of the rail, the flange 45 thereof will have uniformly applied thereto a strip or line of grease, which grease is restricted to the ange and does not get on the tread 45.;

For pumping grease to the nipples 43, a mechanical ramp arrangement p is provided (Figs. 4 9). The' ramp 21 has a sloping upper surface with its highest point midway of the length of the ramp so that trame may pass in veither direction. The ramp 21 is pivoted to the track by a pivot bolt 41 passing through the reen'forcing plate 2i] and the web 34 of the rail. The ramp 21 is guided by guides 48 and 49 which are clamped by bolts 50 and 5I, respectively.

Since these guides are alike, it is suicient to describe guide 48 in detail (see Fig. 5). Guide 48 has a sleeve portion through which the bolt 5E! passes, this bolt also passing through reenforcing plate 20 and delivery plate 25. 'Ihe guide 48 has a pair of flanges 54 Afor preventing the head of bolt 50 from turning. It also has a vertical slot 52 in which is slidably mounted a pin 53 secured to the ramp 21. This pin 53 has a suitable washer and cotter pin so that the guide 43 holds the ramp in proper lateral position with respect to the rail. The guides 48 and 49 also hold the ramp 21 from ying up and fouling. the wheels in case pivot bolt' 41 or check 55 breaks.

The ramp 21 is also provided with an adjustable check 55 (see Figs. '1 and 8). The check 55 comprises a sleeve 58 having an eccentric opening 59 through which passes the bolt 60, this bolt passing also through the reenforcing plate 25 and the delivery plate 25. The flat side surfaces of sleeve 58 are located at different distances from opening 59. The ramp check 55 has a plate-like flange having a series of keyways or slots 6l radial with respect to hole 59. The ramp 21 has an apertured lug 56 through which the sleeve 58 projects. The lug 56 has a key or projection 51 adapted to slide in one of the ways 6I. The check 55 has anges 62 engaging the headof bolt 35 to prevent turning. The engagement of the member 51 in the ways 6I prevents the check'55 from turning.

Thus, the check 55 limits the upper position of the ramp 21, it being understood that the springs B4 always urge the ramp upwardly. The throw o-f the ramp is the distance between its uppermost position and a position corresponding to the upper surface of the rail khead 38. If it is desired to change this throw, the bolt v(i0 isloosened and the check 55 is turned so that one of the other fiat surfaces of sleeve 58 engages the bottom of the hole in lug 56. Thus, the throw of the ramp and consequently theamount of grease discharged may be adjusted. If desired, one of the positions of adjustment of the check 55 may hold the ramp y21 so low as to have zero throw. This condition of adjustment may be desirable in some instances, when it is desired to stop the flow ,of

grease. e A

Referring to Figs. 6 and 9, the springs 64 for urging the ramp 21 upwardly Aare housed in a two compartment box V6.3, bolted to the reenforcing plate 20 by bolts 65 tapped into the reenforcing plate. Openings may be provided in the bottom of the spring compartments to permit adequate drainage of water. As indicated, especially in Fig. 6, these springs directly engage the lower edge of the ramp 21.

Referring now to Figs. 1, 2 and 10-15, the l supply tank 28 comprises a body 65 set well into the earth alongside of the ties 26. The box has a cover 86 removably secured thereto.l This body is of sucient size to hold the lubricant and contains the gear pumps 81 and the oper-l ating mechanism for driving the pumps. Y

Referring now to Fig. 11, each gear pump comfprises a driving gear 1| mounted on a drive shaft ing 84 secured to the plate |58, an outer drum' 16 .and an inner drum` 11 secured toV shaft 80. The inner drum 11 is hexagonal, forming a series of wedge-shaped cavities with the outer drum 18 for cylindrical rolls 18. These rolls 13 are wedged into their cavities by a series of springs 19 secured to the inner drum 11, as indicated in Fig. 14. The outer drum 'lhas an larm 8| to which a vertical link 82 is pivoted, this link extending to an arm 86 mounted on shaft 81 passing through to the outside ofthe body .-65 and driven by the ramp 21 by mechanism hereinafter described more in detail.

Oscillation of the ramp 21, due to wheels passing thereover, oscillates link -8'2 up and down,

`thereby rotating the shaft 88 in one direction.

to shaft Aand an outer drum I 0| secured to thev stationary'casing 84. A series ofrollers |02 are interposed between these parts, the construction and operationof this clutch being similar to that of clutch 15. The wedging -action of clutch 83,

however, is so arranged asto permit driving of the shaft 88 by ,clutch 15, ybut to prevent backward slipping of the shaft80 whenfthe clutch 15 retracts.

'IIhe.linkagev between'rarnp 21 and thegrease chamber`2`8 is best shown in Figs. 1; 2 v`and 4.

'The ramp 21 has a forked end receiving they upper ,endv of link 0|. A pin- |03 pivots the ramp 21 'to link 9|.

to pivotally receive an arm 90. Arm 90 is located in a recess behind plate 89 and is secured to Ashaft 88 which projects out through a -hub on plate 89. YPlate 89 is suitably secured to the re- The lower end of link y9| is "forked "5 enforcing plate- 20, A universal joint 82 is ycon- 110 nected to shaft 88 and auniversal joint r$13 is connected 'to shaft 81. The two universal joints 82 and 03 are 'connected by `a telescoping lshaft made up of a square sleeve |94 connected to shaft 88 and a square rod "|95 slidably received inls 2'9-32 supply a single delivery plate, each of es vthese pipes dividing intol twov branches', one branch for each Vgrease chamber 38. The separate branches are `connected'by hose couplings 95 to the respective nipples '113 (Figs. 1 and 3).

The ramp '21 may befprovded `with a special Thus, reciprocation of the ramp 21 y hardened Vwearing surface .98 to lincrease them) life. of the ramp. The vertical y'discjlfiarge pipes- 11| may each be provided with afpet-cock 91, if desired, to equalize the grease flow to the several delivery plates. In practice, these stop cocks Y will probabiynot beA required, 'but 'if a'condition 35' should arise, Isuch as unequal pumping action by the. several gear vpumps v61, whereby the delivery plates are beingun'equally supplied with grease, this condition could'be remedied by` opening up the stop cocks '91 in the particularv supply sys-140 temsfg'etting too much grease, to Abypasssorne of the grease back into the supplytank.

It will ybe noted that the, downward movementrv of the ramp 21rmerely compresses 'the spring 84 without driving pumps Y|51. the pumps takes `placeunder the return force of springs 64 returning theramp to upper position.y

Ihis permits successful operation of the greaser .at all speeds of train movement since, no matter A11 driving action of `fait how hard the train vhits the'ramp, no shock to 15'0 thepurnpingmechanism results. The grease being delivered to the several grease 4cllarribers 38 is delivereduniformly along the length of each slot or crevice 44. The wheel flange-s pick up the grease on the inner side of therunning rail and '3515 electivelylubricate the running grail, in lsome cases as far as ten miles. These greasing units may be placed at or before a .curveto lubricate the running rail on the high side or in any'other location wheregrease .is needed. 'These units are ',60

of value at the throat of busy yards for lubricating the switches and .curvesthroughoutthe yard. Where lubrication .is required on both rails, one unit will be used on each rail.

e Thus,-a railgreaserisprovided which is rugged 'T65 i in construction Aand simple in operation. It effectivelyapplies a substantially continuous strip or `line of grease to the flanges Yof AWheels without any danger of .getting the-grease on the wheel treads. There .are no moving `partson the grease v:'80

applying members', and theA deliveryl conduit, be-r ing in the 'form of a long `,crevice or slot, cannot freedom from trouble at these points. 'The'fricfig-'5 tion clutches are particularlyadvantageous since they respond to thesmallest movementv of the ramp.

WhileV certain novel features of the invention have been disclosed and are pointed out in the annexed claims, it will be understood that various omissions, substitutions and changes may be made by those skilled in the art without departing from the spirit of the invention.

What is claimed is:`

l. In apparatus for lubricating railway rails, a track structure having an extended lubricant chamber,.said structure having an extended delivery slot for applying lubricant to the flanges of wheels of rolling stock, means for introducing lubricant into said chamber, said chamber having lubricant deilecting members to equalize the distribution of'lubricant along said delivery slot. l

2. In apparatus for lubricating railway rails, a track structure comprising a T-rail having the side surface of its head cut away, a lubricant delivery plate mounted adjacent said cut away surface, said lubricant delivery plate forming a lubricant chamber, said structure having an extended delivery crevice for applying lubricant to the fianges of wheels of rolling stock, means for introducingl lubricant into said chamber, said chamber having lubricant deiiecting members to equalize thedistribution of lubricant along said delivery crevice. t

3. In apparatus for lubricating railway rails, a track structure comprising a T-rail having the side surface of its4 head cut away, a lubricant delivery plate mounted adjacent said cut away surface, said lubricant delivery plate forming with said T-rail a lubricant chamber, said structure having a delivery slot between said delivery plate and said head for applying lubricant to wheel flanges, means for introducing lubricant into said chamber, said delivery plate having lubricant deflecting members to equalize the distribution of lubricant along said delivery slot.

4. In apparatus for lubricating railway rails, a track structure comprising a rail, a ramp member pivoted to said rail, a spring for normally holding said ramp member above the top of the rail, an adjustable ramp check between said ramp vand said rail for limiting the upper position of @said ramp, said adjustable ramp check comprising a'rectangular sleeve having an eccentric hole therethrough; a bolt passing through said hole and lthrough said rail, said sleeve having a flanged plate, said ramp having a recessed ear surrounding said sleeve, said plate having radial guide channels, said ear having a member riding in one of said channels, said hole being so related to the side surfaces of said sleeve that the rotative position of said check determines the upper position of said ramp.

5. In apparatus for lubricating railway rails, a track structure comprising a rail, a ramp member pivoted to said lrail, a spring for normally holding said ramp member above the top of the rail, an adjustable ramp check between said ramp and said rail for limiting the upper position of said ramp, saidl adjustable ramp check comprising a polygonal sleeve having an eccentric hole therethrough, a pivot passing through said hole andy secured to said rail, said sleeve having a flanged plate, said ramp having a recessed .ear surrounding said sleeve, said plate having radial guides, said ear having a guide portion cooperating with said guides.

6. In track lubricating apparatus, a track, a ramp mounted adjacent said track for engageaisasio ment by the wheels of rolling stock, yieldable devices for normally holding said ramp above the top surface of the track, a pump for delivering lubricant to the track, an overriding friction clutch for driving lsaid pump, and means for conveying the reciprocating action of said ramp to said clutch, said clutch retracting, when said Wheels engage said ramp, and driving said pump, under the action of said yielding devices, when said wheels disengage said ramp.

7. In track lubricating apparatus, a track structure, an actuating member mounted adjacent said structure for engagement by the wheels of rolling stock, yieldable devices for normally holding said actuating member in position to be lubricant to the track structure, an overriding clutch for driving said pump, and means for conveying the reciprocating action of said actuating member to said clutch, said clutch retracting,

rengaged by said wheels, a pump for delivering when said wheels engage said actuating member,

and driving said pump, under the action of said yielding devices, when said wheels disengage said actuating member.

8. In apparatus for lubricating railway rails, a track structure comprising a rail, a ramp memberlpivoted to said rail, a spring for normally holding said ramp member above the top of the rail, an adjustable ramp check between said ramp and said rail `for limiting the upper position of said ramp, said adjustable ramp check comramp member, means pivoting said ramp member to said track structure, an adjustable ramp check for adjusting the upper position of said ramp, a spring device for normally holding the top of said ramp above the upper'surface of the running rail, guide members located on opposite sides of said spring device to limit the uppermost position of the ramp in case of failure of the normal functioning of the ramp.

l10. In apparatus for lubricating railway rails,

a track structure comprising a T-rail, a lubricant delivery plate mounted on the inner side of said rail, a reenforcing plate on the outer side of said rail, a ramp member, means pivoting said ramp member to said reenforcing plate, an adjustable ramp check for adjusting the upper position of said ramp, a spring assembly for normally holding the top of said ramp above the upper surface of the running rail, guide members for laterally guiding said ramp, a lubricant tank independently mounted alongside of the track, pumps in said lubricant tank, means 'for conveying lubricant from said pumps to the rail, stud shafts mounted on said `track structure and said tank, respectively, a transmission member comprising a telescoping shaft and universal joints connecting said v stud shafts, an arm connected to said rail stud shaft, a link connecting said ramp and said arm, a second arm in said tank connected to said tank stud shaft, an overriding clutch arrangement for converting the reciprocating movement of said i tankarm into rotary movement for said pumps. 11. In apparatus for lubricating railway rails,

a track structure having an extended lubricant chamber, said structure having an extended delivery slot for applying lubricant to rolling stock,

y means for introducing lubricant into said chamy a track structure comprising a running rail, a

series of separate lubricant delivery plates placed end to end on the inner side of said rail, the side 10 surface of said rail being cut away to accommodate said delivery members, a continuous reenforcing plate on the outer side of said rail extending throughout and being coextensive with.

a 'plurality of said separate lubricant delivery members, said delivery members having means for supplying lubricant to the Wheels of rolling stock, and means for supplying said delivery members with lubricant.

v WARREN o. HEmENTHAL. 1o 

